Desert Stormer

DESERT STORMER

MY CREW IS WAITING FOR THE BIKE OVER AT Lake Rose. Do you feel like riding it over to them?"

Is this a joke? After finishing fifth in the Granada-Dakar Rally, Frenchman Jean Brucy is now busy taking in the sun outside Dakar’s luxurious Meridien President Hotel. He’s just spent 15 grueling days in the desert. Quite understandably, he could do without the 30-mile ride to where the Honda staff is waiting to pick up his bike, the mega-dollar EXP-2 rally special.

I just happened to be there in the right place at the right time for him to offer me a ride on this unique prototype, the only Honda EXP-2 on the planet. A revolutionary new twostroke 400cc single-cylinder desert racer, this thing has the works: fuel injection, aluminum frame, factory suspension and a ground-breaking exhaust system-part of an advanced combustion-management system that reduces fuel consumption and pollution while maintaining a high performance level. There’s just no way I’m turning this offer down. Now, where did I put my helmet....

Even after two weeks weaving in and out of sand dunes, this bike still looks great, a mix of classic desert-racer and futuristic bio design. The white-blue-and-pink paint job blends in perfectly with the aluminum fuel tank and frame and the transparent fairing. The bruises collected during the rally give the Honda a touch of authenticity. This is no showbike: It was designed from the ground up as a rally winner.

Up close, the EXP-2 is just as gorgeous as in its PR photos. The finish is simply stunning: the made-to-measure spare-oil canister, the carbon-fiber air ducts, the large aluminum skidpan that doubles as a water container, the works Showa fork, the magnesium engine cases, the preformed Plexiglass screen, the two tiny headlights held by a carbonfiber bracket, the global-positioning instrumentation, the purpose-built handlebar switches...the list goes on and on, perfect in every detail.

And underneath all that lies the engine that makes the EXP-2 so special. Despite the world economy’s recession and the two-stroke’s fading popularity-not to mention its tendency to be noisy and smoky—Honda still believes this kind of engine has a future. In fact, some factions at Honda believe this is the future.

NICOLAS SONINA

HONDA'S RADICAL EXP-2 COULD REVITALIZE TWO-STROKE ENGINE DEVELOPMENT. IT FINISHED IN THE TOP FIVE AT THE GRUELING GRANADA-TO-DAKAR RALLY. WHAT'S IT LIKE TO RIDE?

So, the EXP-2 is out to prove that point. It’s a rolling experiment, maybe even a testbed for a new generation of roadbikes. Its features include crankcase induction, liquid cooling, a balance shaft...but the real jewel in the crown is that ingenious ARC exhaust system. This works in conjunction with a clever exhaust valve that reduces both fuel consumption and emissions—the traditional bugaboos of the two-stroke engine (sec “Honda EXP-2: New-wave Combustion,” CW, February).

It’s this fascinating and unique machine that I’m about to ride. There was another prototype, but that was destroyed during the rally. After number-two rider Richard Sainct broke his collarbone and had to retire, his bike was tieddown in the rear of a Honda chase truck, only to work itself loose during transport. It was smashed to bits.

Luckily, there is one left, and I’m on it. No electric start here, you've got to use your leg to bring this little engine to life. After several attempts on the kickstart, I am all but ready to give up when Brucy comes to my rescue. “Just open the throttle a bit and be firm with that kickstarter.” 1 do as I’m told and it works.

To be honest, 1 expected a lot more from those first few moments riding the EXP-2. Despite constantly reminding myself that this was a one-off factory machine, it doesn't feel that much different from any other trailbike. Through Dakar’s traffic, the bike is really easy to handle. The fuel tanks arc almost empty so the Honda feels quite light. With a claimed dry weight of 330 pounds, it behaves just like any Japanese dual-purpose bike. The engine’s smooth, so are the controls, and the riding position is just right.

At the next petrol station. I slosh in just over 7 gallons of fuel, distributed evenly between the front and rear tanks. Back on the road, the Honda hardly feels any heavier and as I start to make my way out of Dakar, I consider some comparisons. As wide as an Africa Twin, the EXP-2 is lighter and has a more alert engine. It’s closer to a Dominator-known as the NX650 in the U.S.-but without the super-low-down grunt. In short, for the time being the EXP-2 feels pretty ordinary.

But as I leave town and accelerate on open roads, the Honda begins to impress. There’s no vibration whatsoever, proof of the balance shaft’s efficiency. Even though the engine will rev quite high, there’s nothing to gain from doing so-much better to shift up and take advantage of the motor’s considerable torque. For a two-stroke, this engine behaves like a four-stroke Thumper, pulling well at low revs.

Farther out of town, the EXP-2 really shines. With full tanks (12.7 gallons), it must weigh at least 400 pounds. Compare that to a 250 enduro bike (about 260 pounds) and you soon realize that the EXP-2’s engine has 50 percent more weight to cope with. No wonder I was initially unimpressed by the smooth power delivery. At the beginning of the rally, I was allowed to take a peek at a printout of the EXP-2’s power curve. Maximum power is slightly above 50 horsepower and it’s steady all the way getting up there. This is just the way it feels now that I’m riding it.

I finally reach the shores of the famous Lake Rose, where the Dakar traditionally comes to an end. This year, the rally took a different route so now I’m back to show the Honda the sights it never got a chance to see. The terrain should be challenging enough-soft sand dunes, a mix of both fast and rough two-tracks, a few turns and jumps....

Here, the chassis shows its true worth. In 1987, I rode Cyril Neveu’s factory NXR Honda Twin: the experience of a lifetime. The EXP-2 has similar qualities. It feels safe and under control at all times. The suspension package is near perfect. It’s very comfortable for the first few inches of travel, enough to smooth out ripples in the two-tracks. Then, as it compresses more, it really firms up. Stability is excellent, thanks in part to a small Öhlins steering damper. You soon forget the weight, even if you do have to watch your balance in slow, trials-like sections. But compared to the Cagiva Elefant or Yamaha 850 heavyweights, the Honda feels as light as a feather. I reckon it’s as nimble as a KTM 600 LC4, one of the most maneuverable four-strokes around.

Gassing it on those wide two-tracks, I tell myself that I’m not being very sensible. It must be at least 15 miles all the way around Lake Rose. If something happens to me on the other side, there’ll be no one to help. But the EXP-2 works so well, it forces you into overconfidence. I go for it.

At speed over the cracks and bumps of the desert, the engine now feels powerful and extremely usable. I slow down once I reach the dunes. This is no place to fall. Just keep the power on, standing on the footpegs to control the bike. There really is no need to rev the engine and I’m even using a higher gear than I really need to. When the engine bogs down, a little clutch slip is all that’s needed to get going again. I’m really enjoying this. Going fast requires so little effort on this Honda, I could almost be tempted to go rallying with it myself.

Unfortunately, it’s soon time to give up this fabulous toy. Up ahead, the Honda support team is waiting for me to deliver the bike as promised. I’ve been riding for about an hour and I don’t want to stop. No doubt about it, Honda’s got it right again. After riding the EXP-2, I know it’s capable of winning the Dakar. All it needs is a little more power and slightly better straight-line performance. Apart from that, it’s tough, well-built, light and frugal when it comes to fuel. It’s perfect for a tight and twisty rally like this year’s Dakar was, without the really fast stages that might benefit the twin-cylinder desert stormers.

Will the EXP-2 ever make it into production? Probably not. But my guess is that in the not-too-distant future we’ll see engines of this type being used on production bikes. I, for one, can’t wait.